And thomas w var



y ,1 s. P. FINNIGAN ET AL 1. 2 3

I ELECTRIC SIGNALING sys'rsm Original Filed March 27, 1915 INVENTORS w ATTORNEY Patented July 9, 1929.

barren srs'rss earsn'r orrics.

GEORGE P. FINNIGAN, OF PHILADELPHIA, PENNSYLVANIA, AND THOMAS W. VAR- LEY, OF NEW YORK, N. Y.; J. EABL'FINNIGAN, CHARLES R. PARMELE, AND IVIGC. GEORGE FINNIGAN, EXECUTORS OF SAID GEORGE P. FINNIGAN, DECEASED, ASSIGNORS TO GENERAL RAILWAY SIGNAL COMPANY, A CORPORATION OF NEW YORK. p

ELECTRIC SIGNALING SYSTEM.

Application filed March 2'7, 1915, Serial 5N0. 270,755. Renewed January 11, 1919.

Our invention relates to a system for giv- Y cuit, extending along the path of travel of.

the train or vehicle, the inductance or impedance of'such circuit being availed of toso afl'ectthe fluctuating or alternating current that an inductively affected vehicle circuit controls train controlling means or train stop mechanism or controls signaling devices in the manner hereinafter described.

Our invention resides also in such a system in which a plurality of currents of different frequencies are impressed upona circuit, such as a track circuit, for inductively influencing v a. vehicle circuit including means selectively responsive to different frequencies for giving signals or indications and for producing or for effecting vehicle control, in the inanne and relation hereinafter described.

Our invention resides also in such a system employing a plurality of currents of different frequencies together with a branch vehicle track also equipped with n'ieans'for in ductively effecting the vehicle circuit, but in such manner as to indicate upon the vehicle its approach to or arrival at such branch track.

Our invention resides in the system and apparatus hereinafter described and claimed.

For an illustration of some of the forms our invention may take, reference is to be had I intheaccompanying drawing, in which:

1 is a diagrammatic view, of a system employing a current of single frequency in the track circuit.

Fig. 2 is a diagrammatic view of our system involving both main and branch tracks with means for il'npressing upon the'track circuits fluctuating or alternating currents of different frequencies.

Fig.3 is a perspective view of a vehicle cir cuit coil and its core.

represented by wheels 10, w connected by the axle a.

The rails A and A are preferably electri: cally conductively continuous.

Extending along the trackway is a con ductor 1 connected toone terminal of the generator G of fluctuating or alternating current whose other terminal is connected to one of the rails, as A Situated at suitable intervals along the track are the transformers T, T T T etc. Each transformer comprises a primary winding anda secondary winding 8. One terminal ofeach primary p is connected to rail A while its other terminal is connected through the adjustable impedance 5 to the conductor Z. The transformers are preforably step-down transformers, that is, the voltage across the terminalsof the secondary a is less than the voltage impressed by the generator Gr upon the primary Oh the train or vehicle is a vehicle circuit 0 including the Winding or coil 6 (which may be the coil Z) of Fig. 3) and the electro-magnets (Z,

6, f having cores (Z 0 and 7, respectively, which are llOIl. 1th these electro-magnets are assoclated the armatures (l c and f each having a pivot g. The screws h, threaded through the posts serve to adjust the cores to or away from their respective armatures.

similar terminals of all the secondaries 8 being connected to the rail A and the remaining similar terminals to the rail A. lVith the vehicle or train in the position indicated, the transformer T delivers current flowing through the rails A, A and through the axle a, the latter forming in effect a travelling t or completing the primary c lrcuit of 1m er "wlrsose second-aria condue I at is the vehicle circuit a. Transformer T also delivers some current through the axle a, but than the transtm'mer T, because of the distance o1 T from the vehicle, the intervening rails olifering substantial impedance which reduces the current strength delivered bytransformer T And similarly, the other transformers T T etc. deliver currents of progressively smaller value through the axle a.

The current through the axle a accordingly induces an alternating current in the closed secondary vehicle circuit 0, thereby energiz ingthe electro-niagnets d, c and 7 which, with predetermined current strength through the "ax lea, hold theirarmatures in the attracted positions indicated. It will be "understood that-the armature (P will notbe releaseduntil the'current in the circuit 0 is to predctermined ailue. The armature 6 will be re leased upon, smaller decrease of current strength in circuit 0, and armature f will be released upon still smaller decrease cur rent strength in circuit-0.

rrssuming-the vehicle V to be movi 11;); in 'the direction of: the arrow, that is, from lett'toward the right, as the vehicle approaches the transformer T the current induced in the secondary circuit 0 will increase and therefore hold all the armatures in the positions indicated. After passing the transformer T, the current delivered by it through the axle a will diminish, but 'the current delivered through axle a by thetransformersT T T etc. increases, so that "there is maintained in the circuit 0 for all positions of the vehicle, "when the track is clear, suflicient cu'rrentto keep all th e armatures in the positions shown, indica-tim; a cleartraclt.

It,however, there is atra in or vehicle on the track between the trmis'tormers T and T for example, when the vehicle or train V is at the position ii'idicated, the current through the axle a will be considerably diminished, in fact, to such degree that the armature is no longer held by the electromagnet f, and the armature 7 drops against the stop 1. Accordingly the disk or target 0 0t armature falls with it and uncovers or displays the lamp or signal. 9. This'g'ives to the'trainmanor engineer a caution signal, that is, a signal. or indication that at a substantial distance ahead thetrack is occupied by a train or vehicle. It the vehicle V continues its progrern toward the right, after it passes the transformer T and approaches the transformer T the strength of the current through the axle a from the transformer T (llll'lllllSllQS, and since the current through the axle a from transtm'mers T T and T has already been diniinisl'ied below normal by the vehicle assumed on the track between transformers T and T the strength of the current induced in the secondary circuit 0 will further diminish, and to such extent that the electromagnet 6 can no longer hold its armature e in the attracted position indicated. Thereupon the armature falls, and its disk or target 0 uncovers or reveals the signal g. This action indicates to the traimnan or enincerthat'hehasapproached anadvance ve-- ihicle or :train as closely as*hedare consistent with safetyconditions, the uncover-intuit the signal (1 by the disk 0 of arn'iature 6 amounting to a tlanger indication or signal. It the vehicle V should then continue its progress towards the vehicle or train in advance, as by passing the transformer T the current in the secondary circuit 0 will bestil'l. further reduced and finally to such degree that the electro-magnet (Z is no longerable to hold its arnniture (Z attracted, whereupon the armature (Z will tall and the meniber 7e will fracture the glass closure on, allowing the train pipe of the air brake system to exhaust to atmosphere through the pipe at, therebyapplying l'll8l)12l-l(h to'the vehicle. Accordingly the vehicle 13 braked, either to reduce its speed or to bring; it to rest, when the vehicle V approaches too closely to the vehicle in advance.

In 2 a ,e'eneratorG has its one terminal connected to the electrically continuous rail A and its other terminal to the conductor 2 extending along the track.

Disposed at suitable intervals along the track are the transformers T, T, T etc., all preferably step-down transformers, one terminal of whose prin'iaries ,7? is connected to either rail as A while the other terminal is connected to the conductorQ through the adjustable impedance Similar terminals "of the secondaries s are connected to the rail A while the other terminals are connected through adjustable impedances t to -the rail A.

A secondgeneratorG has itsone terminal connected to the rail 1 an d its other'terminal to the conditlctor 3 extending alongthe track.

Between the transformers T T, T, etc, are disposed the preferably StQP-(l0\ V11'tlfifl'l1S formers T T T etc, whose primaries are connected toeither rail as A anc'lzthrough ad'- justable impedances i to the conductor 3, while the secondaries are suitably connected across the rails A A through the adjustable impedances Z.

The generators G and G generate alter- 7c adapted to break the glass closure on in the pipe a connected with the train pipeoit the rir brake system. The armature (i may also carry the disk or target (Z normally concealing the signal or lamp cl. The core (I is ad just-able with respect to the armature (Pby the screw h, as described in connection with Fig. 1. The electro-magnets u, '0, and 10 have the reed armatures u o and 20 respectively. These are indicated as having different lengths to indicate that their natural periods are different, the reed u responding only when the electro-magnet u is energized by a current of one frequency, for example, the current of frequency :0; similarly a reed armature o responds only to current of frequency corresponding with the frequency y; and the reed armature w responds only to current of a frequency of 2 cycles per second produced, for example, by generator G hereinafter referred to.

In the arrangement of Fig. 2 the impedance of the rails A and A has the effect of determining the strength of the alternating or fluctuating currents which will traverse them, the impedance having the greater effect the greater the distance of transmission of such currents through the rails.

lVith the track clear, currents of both frequencies m and y traverse the axle a of the vehicle V, thereby inducing in the vehicle circuit c superposed currents of both frequencies.

\Vith the vehicle V in the position indicated in Fig. 2, the current of frequency w, from transformer T will be relatively greater than the current of frequency 7 from the more distant transformer T However, substantial. current willbe induced in the circuit 0, with the result that the electro-magnet cl will hold its armature d attracted. If the vehicle V should approach closely to the vehicle V the current in the circuit 0 will be so that the armature (1 will fall under this danger condition and rupture glass closure m, with resultant application of the brakes for reducing the speed of the vehicle or bringing it to rest. Simultaneously, the indicating device, as lamp (i will be revealed, because of the dropping of thetarget or disk (Z \Vith the vehicle V in the position shown, and the track clear, the currents of different frequencies induced in the circuit 0 as above described will cause the electro-magnets u and 'u to set their reed armatures uand 11 into vibration as indicated. The reed u responds only to current of frequency :0, but this current is relatively large, because of proximity of vehicle V to transformer T The reed a being in vibration it tilts the lever 10 about its pivot 10 to hold the disk or target 0 in front of the lamp or indicator 9 And simultaneously, the reed armature '0 is in vibration, though less forcibly, due tothe greater distance of the transformer T which supplies the current of frequency 3 to which only the armature '0 responds. \Vhile in vibration it holds the lever '0 deflected about 'its pivot o to hold the disk or target 0 in front of the'lamp or indicator 9 Thus when currents of both frequencies.

If, however, the vehicle V should approach a vehicle V after passing the transformer T the current of frequency a; would be greatly reduced in strength, though the current of frequency 1 from transformer T may still exist with substantial strength. Accordingly the reed u though perhaps still vibrating, would vibrate with such .slight amplitude that the target 0 would rotate in a clockwise direction about the pivot 20 to uncover the signal lamp 9 thus giving a caution signal. The continued vibration of the reed c at substan tially greater amplitude would keep the lamp 9 covered or substantially so.

If, however, the vehicle V should approach the vehicle V 1 still more closely, the current of frequency y from transformer T would be still. further reduced, and to such extent that the amplitude of vibration of reed 11 would decrease to such extent that the target 0 would rotate in a clockwise direction about its pivot 11 to reveal the signal or lamp 9". With both lamps (7 and 9 displayed there would be a danger indication. If, then, the vehicle V approached still closer to the vecle V the secondary currents in circuits 0 would be so far reduced that the armature (Z would be released with the results abovedescribed.

Since the transformers delivering currents of different frequencies alternate with each other, at one time the reed u will be cause of its diminished amplitude of vibration produce a caution signal by displaying one lamp; and in another case the reduction of amplitudev of vibration of V will give the caution signal, depending upon the position of the vehicle V with respect to the transformers. But in all cases when both lamps g and g are displayed a danger indication is given.

In the examples above assumed the reed 10 does not respond because there is not induced in the secondary circuit 0 a current corre- .spondi'ng with the track circuit current of frequency a, and accordingly the lamp or incator 9 remains displayed by the disk 0 Should the rails A and A of the branch track be thrown by a track switch into posi tion to divert the vehicle V on to the branch track, there will be further induced upon the track circuit including rails A. and A a current of frequency 2 produced by generator G whose one terminal connects with the rail A and thus With the rail A and whose other terminal is connected to the conductor 4: extending along the branch track. Near the greater amplitude, with the result that the lamp is concealed by the target 0. The

concealment of the lamp indicates to the driver of the vehicle V that "he approaching the track switch. If it is intended that the vehicle V shall continue on the track'com pfising trails A, A he will accordingly bring his vehicle to rest before reaching 'the tract; switch.

- over the rails A and A If it is intended thatthe vehicleVshallpass on to the branch track comprising rails A and A the vehicle V would pass through the track switch and'therea fter proceed along the brancht'rack, provided with the 'transtorn'iers T T etc. supplied from generator G while betweeneach pair of such transformers will be placed transformers T etc. having their primaries connected to the conductor 2 and therefore delivering to the rails A A current of frequency Therefore, after switching to the branch track the reeds a and 7.0 will cooperate to give caution or danger signals as described in connection with the passage of the vehicle Reed 0 will be inactive because while on the branch track the circuit 0 does not have indueed'therein substantial current of frequency 7 As regards the branch track, it will be noted that one current i'n'ipressed thereon is oi a frequency similar to the frequency of one of the currents impressed upon the main track; and th at in addition to this current of common frequency there is impressed upon the branch track a current of frequency different from both of those impressed'upon the main track; and that while on the branch track a different pair of devices in the vehicle circuit selectively respond to the currentsinduced therein.

In Fig. 3 the coil 7) of the vehicle circuit is disposedupon the laminated core members 5 and 6 which are carried by the vehicle and placed together to form a closed magnetic circuit around the axle a which extends through the core 5, '6, theaxle a being part of a prim'ary circuit of a transformer whose core is liicle circuit with-alltheelectro magnets connectedthereimit will'be understood thateach electro-magnet may "be in an independent vehicle circuit having its independent coil inductively influenced by the current passed from the rails through the'conductor a upon the vehicle. This is illustrated in Fig. 4 where the coils b b 0 and 0* represent the coils which are inductively influenced by 'the current passing through the vehicle conductor a; and in circuit witheach of these coils is tinuous track rails, of a vehicle movable thereon, a source of fluctuating current, one terminal of sa1d source connected to one of said rails. a conductor connected to another terminal of said. source, a transformer "primary having one terminal connected to said conductor and another terminal connected to said one of said rails, the transformer 'sec ondary having its terminals connected to said track rails respectively, a conductor on said vehicle for contacting with said rails to complete the secondary circuit of said transformer, a vehicle circuit in 'inductiverelation with" said vehicleconductor, and fa translating device controlled by said vehicle circuit.

2. The combination with conductively continuous track rails, o'f'avehicle movable thereon, 'a conductor, means for impressing fluctuating current upon a circuit including said conductor and one of said track rails, a plurality of transformer primaries disposed at intervals along said track rails and connected to said one of said rails and said conductor,

transformer secondaries connected across said track rails, a conductor moval ile with said vehicle for contacting with said rails'to complete the secondary circuits of said transformers, a vehicle circuit in inductive relation with said conductor on said vehicle, and a translating device controlled by said vehicle circuit.

3. The combination with cond'uctivelycontinuous track rails, of a VGhlClG HlOVEIlJlQ thereon, a source offluctnating current, one teri'uinal'of said source connected to one of said rails, a conductor connected to another terminal of said source, a'transformer primary having one terminal connected to said conductor and another terminal connected to said one of said rails, the transformer secondary having its terminals connected to said track rails respectively, a conductor on said veht cite-for contacting; with said mam complete the secondary circuit of said transformer, a vehicle circuit in inductive relation With said vehicle conductor, and a translating device in said vehicle circuit, said translating device being selectively responsive to the frequency of the current induced in said vehicle circuit.

4. The combination With conductively continuous track rails, of a vehicle movable thereon, a conductor, means for impressing fluctuating current upon a circuit including said conductor and one of said track rails, a plurality of transformer primaries disposed'at intervals along said track rails and connected to said one of said rails and said conductor, transformer secondaries connected across said track rails, a conductor movable with said vehicle for contacting with said rails to complete the secondary circuits of said transformers, a vehicle circuit in inductive relation with said conductor on said vehicle, and a translating device controlled by said vehicle circuit, said translating device being selectively responsive to the frequency of the current induced in said vehicle circuit.

5. The combination with a vehicle, of a conductor extending along the path of travel of said vehicle, means for impressing fluctuating current on said conductor, a vehicle circuit inductively aifected by said current, and a plurality of translating devices controlled respectively by different current strengths in said vehicle circuit.

(5. The combination with a moving vehicle,

of a circuit thereon, means disposed in the path of travel of said vehicle for normally continuously inducing a current in said circuit, change in position of said vehicle on its path of travel gradually changing the strength of said induced current, vehicle speed controlling means, a magnet normally energized by the current in said vehicle circuit, an armature, said magnet releasing said armature upon predetermined decrease in strength of current in said vehicle circuit for controlling said speed controlling means.

7. The combination with a moving vehicle, of a circuit thereon, means disposed in the path of travel ofsaid vehicle for normally continuously inducing a current in said circuit, change in position of said vehicle on its path of travel gradually changing the strength 'of said induced current, vehicle brake controlling means, a magnet normally energized by the current in said vehicle circuit, an armature, said magnet releasing said armature upon predetermined decrease in strength of current in said vehicle circuit for controlling said brake'controlling means.

8. The combination with a moving vehicle, of a circuit thereon, means disposed in the path of travel of said vehicle for normally continuously inducing current in said vehicle circuit, change in position ofsaid vehicle on its path of travel gradually changmg the strength of saidlinduced current,,an electromagnet in said vehicle circuit, an armature therefor, said magnet normally holding said armature attracted and releasing the same upon predetermined decrease in strength of current in said vehicle circuit, and a signal controlled by said armature. 9. The combination with a moving vehicle,

of a circuit thereon, means disposed in the path of travel of said vehicle for normally continuously inducing current in said vehicle circuit, change in position of said vehicle on its path of travel gradually changing the strength of said induced current, an electromagnet in said vehicle circuit, an armature therefor, said magnet normally holding said said sources connected to one of said rails,

conductors connected to the other terminals of said sources, a plurality oftransformers spaced along said track rails and having their primaries connected to one of said conductors and to said one of said track rails, transformers spaced between said first named transformers and having their primaries connected to another of said conductors and to said. one of said track rails, the secondaries of all of said transformers connected across said track rails, a vehicle circuit inductively affected by the currents of different frequencies impressed upon saidtrack rails, and translating devices selectively responsive respectively to the currents of different frequencies induced in said vehicle circuit.

11. The combination with 'conductively continuous track rails, of sources of currents of different frequencies, a terminal of each of said sources connected to one of said rails, conductors connected. to the other terminals of said sources, a plurality of transformers spaced alongsaid track rails and having their primaries connected to one of said conductors and to said one of said track rails, transformers spaced between said first named transformers and having their primaries connected.

to another of said conductors and to saidone of said track rails,the secondaries of all of said transformers connected across said track rails, a vehicle circuit inductively affected by the currents of different frequencies impressed upon said track rails, translating devices selectively responsive respectively to the currents of difl'erent frequencies induced in said vehicle circuit, an electro-magnet in said vehicle circuit normally energized by current of any or all frequencies in said vehicle circuit, and vehicle speed controlling means,

said electro-magnet releasing its armature upon predetermined decrease in strength of current in said vehicle circuit to control said vehicle speed controlling means.

12. The combination with a moving vehi cle, of acircuit thereon, aconductor on said vehicle in inductive relation to said circuit, means disposed along the path of travel of said vehicle for passing fluctuating current through said conductor, the strength of the current passed through said conductor depending upon the position of said vehicle, a gradual change in position of said vehicle on its path of travel, gradually changing the strength ofsaid'current and a translating device selectively responsi'i e to current of the frequency induced in said vehicle circuit, the degree of response depending upon the strength of said current induced in said vehicle circuit.

13. The combination with a moving vehicle, of acircuit thereon, a conductor movable with said vehicle and disposed in inductive relation with said circuit, means disposed along the path =01 travel of said vehicle for passing through said conductor current fluctuating at predetermined rate, a gradual change in position of said vehicle on its path of travel, gradually changing the strength of said current, a translating device in said vehicle circuit selectively responsive to the ire quency of the current induced in said vehicle circuit, and means in said vehicle circuit for displaying a signal upon substantial weakening of said current induced in said vehicle circuit,

14. The combination with main track rails, of branch track rails adapted to con'n'iiunicate therewith, a vehicle movable over said rails, means for impressing upon the main track rails a current of predetermined frequency, means for impressing upon the rails of th'e branch track a current or 'di fierent frequency, a vehicle circuit inductively influenced by said currents, and a plurality of translating devices controlled by said vehicle circuit and selectively responsive respeo'tively to the currents of different frequencies induced in said vehicle circuit.

1-5. The combination with main track rails, of branch track rails, means for impressing upon said main track rails currents of different trequenc-ies,means for impressing upon said branch track rails currents of different frequencies, a current impressed on the branch track rails differin in frequency from current impressed upon said main track rails, a vehicle circuit inductively influenced by all said currents, and a plurality of translating devices controlled by said vehicle circuit and selectively responsive respectively to currents of difi erent frequencies induced in said vehicle circuit.

16. The combination with main track rails, of branch track'rai lgmeans for impressing up'onsaid main track rails currents of clifferent frequencies, means for impressing up- ,induc'tively associatin on said branch track rails currents of different frequencies, a current impressedcn in said vehicle circuit, the frequency of one of said currents impressed upon said main track rails being the same as the frequency of one of said currents impressed upon said branclii truck rails.

17. The combination with a main track, of a branch track, a vehicle, a plurality of translating devices onsaid vehicle selectively responsive respectively to currents of drillerent frequencies, sources 0 1 currents of t l erent l requenc ies associated with said main and branch tracks respectively, and means said translating devices with said sources.

18. A stretch of railway track, a plurality of sources of current differing in frequency connected to the track rails in rotation, a ve-- hicle, #a plurality ol-electro-magnetic devices on said vehicle one loreach frequency of current, responsive only to current in the track rails of the corresponding frequency, and governing ap )HIJHl-US on said vehicle responsive to the number of electromagnetic devices energized at a time.

In an automatic train control systemof the continuous inductive type, the combination with a railway track, a railway vehicle traveli n g on said track, means for causingalternatin ci'irront to. flow ahead of the vehicle down "one track rail through the axles of the veh i-c l e and back tl trough the other rail, means on the vehicle for inductively by transformer action detecting the flow oi: said alternating current and maintaining two electro-responsifvc devices energized so long as such alternating current is flowing in the track rails, an air brake system on the vehicle having a normallycharged brake pipe which if vented causes the vehicle brakes to be appl-ied,1neans for venting said brake pipeupon de-energization of one of said electr c-responsive devices and means for displaying a visual cab signal upon c le energization of said other electroresponsive device.

20. In an'automatm train cont-rol system of the continuous inductive type, the C0111b1112L-' tion with arailway track, a railwayvehicle traveil i ng onsaidtraok,.means for causing alternatiargcurrent to flow ahead of the vehicle down one track rail through the axles of the vehicle and back through theother rail,-means on the vehicle for inductively by transformer action detecting the flow of said alternating current and maintaining electro-responsive means energized so long-as such alternating current is flowing in the track rails, an air llflbrake system on said vehicle of the type ineluding a normally charged brake pipe which it vented efl'ects an application of the brakes of the vehicle, signaling means on the vehicle, and means for venting said brake pipe and rendering said signaling means active upon de-energization of said electro res1: onsive means.

21. In an automatic'train control system of the continuous inductive type, the combination with a main track and a branch track, means for causing the flow of alternating current of a particular character in the rails of the main track, means for causing the flow of alternating current distinctive from the first mentioned alternating current in the track rails of the branch track, a railway vehicle, electro-responsive brake control means on the vehicle tending to assume an active condition maintained inactive if either of said alternating currents is flowing in the track rails ahead of the vehicle, and signaling means on the vehicle distinctively indicating whether one or the other of said alternating currents is flowing in the track rails ahead of the vehicle.

22. In an automatic train control system of the continuous inductive type, the combina tion with a railway track and a vehicle thereon, receiving means on the vehicle for inductively by transformer action distinctively detecting the flow of currents of diflerent and distinctive characters flowing in the track rails ahead of the vehicle, signal means on the vehicle for giving distinctive indications depending on the character of current flowing in the track rails and detected by said receiving means, brake control means on the vehicle maintained inactive if any one of several distinctive currents is flowing in the track rails and detected by said receiving means, and means for causing the flow of distinctive alternating currents in the trackway depending on traffic conditions ahead.

23. In an automatic train control system of the continuous inductive type, the combination with a railway track and a vehicle thereon, receiving means on the vehicle for inductively by transformer action distinctively detecting the flow of currents of different and distinctive characters flowing in the track rails ahead of the vehicle, signal means on the vehicle for giving distinctive indications depending on the character of current flowing in the track rails and detected by said receiving means, air brake equipment on the vehicle of the type including a normally charged brake pipe which if vented causes the brakes to be applied, normally energized electro-responsive means which if tie-energized efl'ects venting of said brake pipe and maintained energized if any one of several distinctive currents is flowing in the track rails and is detected by said receiving means, and means for causing the flow of distinctive alternating currents depending on traffic conditions ahead.

24. In an automatic train control system of the continuous inductive type, the combination with a trackway having two kinds of territory, a vehicle for movement on said trackway, receivin means on the vehicle for inductively by transformer action distinctively detecting the flow of alternating current of different and distinctive characters in the track rails ahead of the vehicle, means for causing the flow of distinctive alternating currents in the track rails ahead of the vehicle in said two territories under clear tratiic con ditions ahead of such vehicle in a manner so that such current is shunted away by another vehicle ahead, signal means on the vehicle for giving distinctive indications in accordance with the character of current detected by said receiving means informing the engineer whether he is travelin g in one or the other of said territories, and brake control means maintained inactive so long as said receiving means is detecting alternating current of the proper character.

In testimony whereof we have hereunto atfixed our signatures this 26th day of March, 1915.

GEORGE P. FINNIGAN. THOMAS W. VARLEY. 

